Remember why we fly ultralights? Few general aviation airplanes are flown below 1,500 feet above the ground. More rare is flight at 500 feet or 50 feet. Neither do you tend to fly most light-sport aircraft (LSAs) at these denser altitudes. Most flights in general aviation or LSA planes start out climbing high as quickly as possible. You switch on the autopilot as soon as possible and fiddle with the throttle, prop and mixture controls to squeeze all the fuel economy you can while flying as fast as the machine will manage in the straightest possible line all the way to your destination.
That’s fine for general aviation or LSA flying, and it’s enjoyable in a different way. But it isn’t ultralight flying.
What about just “boating around” the sky at your leisure, turning every few minutes to see the sights only possible from an ultralight aircraft. Your eye catches an alligator off to one side and you bank quickly to check it out.
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CGS Aviation – Hawk II Arrow
You get two things when you buy a Hawk: the airplane and Chuck. The Hawk will cost you a shade over $9,000 (single place; 447 engine). Chuck comes free with the deal. CGS boss Slusarczyk is a fascinating character and when he starts talking, a crowd often gathers.
He’s also a forward-thinking designer. Eleven years ago, CGS Aviation was the first to abandon the silly FAA requirement that ultralights had to be foot launchable. The fully enclosed Hawk set the industry on its ear and never looked back.
Today’s Hawk has seen many refinements but the basic idea was so good it continues to sell. That’s because a Hawk does most things right, making its owners some of the most loyal I’ve ever met.
The cabin is spacious and refinements to the Hawk Arrow make it more comfortable and usable than before. It flies conventionally with very predictable handling, strong performance, and it takes off and lands like you had an autopilot engaged.
Never One to Be Humble, Hawk Ultra Air Is Looking Better Than Ever in its Fifth Decade
Named “Ultra Air,” the newest Hawk Single sounds like it might be Apple’s new laptop computer. In our analog world, Hawk Ultra Air is nearly the exact opposite… except it is a light aircraft. Many might say it’s “ultra” fun so, hey!, the model name works.
“Less is more” is also a phrase that might apply to both Hawk and Apple. Hawk Ultra Air looks lighter and slimmer by removing the fabric enclosure. Appearing lean and minimal has appeal to many consumers.
Forty one years after its splashy introduction, Hawks now number more than 2,500 aircraft, a fine accomplishment for any manufacturer but especially for one so modestly priced and significantly hand built.
Saying Hawk is “hand built” speaks to some of the work Bob Santom, and his son LB have done as they took over one segment of the Hawk lineage. They have laboriously reassembled some earlier aircraft making extensive notes and preparing for continued manufacture, but became better informed than when they started.
A Tale of Two Hawks; Proven & Affordable; One Makes Part 103
Since Chuck Slusarczyk’s first Hawk won Best New Design at Sun ‘n Fun in the spring of 1982 — the same year Part 103 was released — this affordable series of models has continued to increase its flock of smiling owners. Today around 2,500 Hawks of all varieties are flying. By my benchmark, that number separates lesser brands from those that achieve genuine market penetration.
Today the manufacturing of CGS’s Hawk line falls to two entities after the brand’s most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him.
In 2017, Bob Santom and his wife Marlene came to agreement and the Santom family took over rights and production of all CGS Hawk single-seat aircraft.
CGS Aviation (Ohio)
CGS Hawk is much-beloved by owners, with more than 2,000 aircraft flying. With wonderful flying qualities, Hawk is available in a variety of models, including Part 103. Build a kit or buy a ready-to-fly Hawk Special LSA. An enduring pioneer among light aircraft, Hawk hails from Ohio with additional operations in Florida.
Hawk (Part 103) Ultralights Making a New Comeback; Interest Appears Strong
CGS Hawk is one of our most storied brands of ultralight and light aircraft. Built in one and two seat varieties in several variations for 35 years, more than 2,000 are flying. Hawk has proven a significant contributor to the light aircraft fleet. Lots of owners I’ve spoken to simply love their Hawk.
After many years of production by the company named after its founder Chuck Slusarczyk — the “C” in CGS — the well known brand is now on its third …and fourth, owners. It’s all good, though. Let me explain.
Current brand owner is Terry Short (article). He will remain key to the manufacture of these aircraft but in fall 2017, he struck an agreement with a new group.
Hawk Single and Ultra
At AirVenture 2018 I met and interviewed Bob Santom and his son, LB. Another son is also involved making the enterprise a family affair.
Hawk is Finally Back and Looking Good
At Sebring 2017, another long-awaited aircraft emerged… or re-emerged. After wandering for a few years since original Hawk developer Chuck Slusarczyk retired and sold his company, the once-popular design has a new home in central Florida.
I’ve written about this before (earlier article), but we hadn’t seen much until Sebring 2017.
The season-starting Sebring Expo brought the debut of CGS Hawk now making its home in the sunshine state after migrating from Ohio to Alabama. Thanks to accomplished kit builder and restorer, Terry Short, this celebrated brand that once held a major presence in the ultralight aircraft space has returned. A refreshed Hawk was looking good.
Indeed, Terry beamed when he told me that he’d already sold six aircraft (recently; not all at the show), most of them the two-seat variety as shown in the nearby photos plus one Part 103 ultralight.
Because original designer Chuck Slusarczyk won FAA acceptance for an ASTM-compliant model, Terry can supply a fully built Special Light-Sport Aircraft version and at Sebring 2017 he told me that he fully intends to do so.
CGS Pulls Out the Stops
… to keep the Hawk Ultra Light
Genuine ultralights still
have a place. These
aircraft|excuse me,
ultralight vehicles,
the least-FAA-regulated
flying machines,
will not be sent to aircraft boneyards
despite what some light-sport aircraft
skeptics may think. The Hawk Ultra
is proof positive CGS Aviation loves
ultralights and wants you to have fun
in the air.
No matter the pros and cons of
the sport pilot/light-sport aircraft (SP/
LSA) rule, operating a Part 103 ultralight
remains simpler than earning a
sport pilot certificate and buying an
LSA. No certificate, no medical, and
no registration is needed (though, it is
recommended that folks register with
one of the three associations supporting
ultralights-EAA, the United States
Ultralight Association (USUA), and Aero
Sports Connection (ASC). Additionally,
an ultralight can be fully factory built
without FAA inspections. The list of 103
privileges goes on, and the Hawk Ultra
qualifies for all of them.
One-Oh-Three Interest Soars
I don’t know about the “build it
and they will come” premise when
it comes to baseball fields, but I fervently
believe that if enough customers
want a product, someone will supply
it.
Hawks and their History – Sidebar
CGS Aviation Hawk Specifications
(Note: All specs and performance provided by factory. Figures are unverified except as otherwise stated in article.)
Single-Seaters
Two-Seaters
Wingspan (feet)
Wing area (square feet)
Seating*
Empty weight (pounds)
Gross weight (pounds)
Fuel (gallons)
Speed (mph)
Cruise speed (mph)
Rate of climb (fpm)
Takeoff role (feet)
Landing roll (feet)
Standard Rotax engine **
Horsepower (standard engine)
Retail price (US$)***
Assembly time (hours)
Units delivered to date***
Classic
Arrow
28.8
28.8
135
135
1
1
254
282
650
650
5
5
100
100
55-75
55-75
800
800
150
175
150
175
447
447
40
40
11,650
12,800
100-150
100-150
950
100
Plus TD
Classic II
Arrow II
28.8
34.0
34.0
135
159
159
1
2-Tan
2-Tan
350
395
420
800
950
950
10
10
10 Vne
120
100
100
60-80
55-75
55-75
800
800
700
200
175
220
200
175
200
447
503d
503d
40
50
50
13,200
14,750
15,990
100-150
100-150
100-150
60
320
120
*SS = side-by-side seating; Tan = tandem seating
**d = dual carbs – Many Hirth engines have also been fitted in addition to the four-stroke HKS.
Hawks and their History
A look at CGS Aviation and its Roots
The Hawk and Chuck. Chuck
and the CGS Hawk. They are
absolutely intertwined. While
Chuck has a wife, Pixie (aka Nancy),
and family—four sons (Chuck Jr.,
David, Ted, and Don)—he has
another family in his aircraft.
Going Way Back
Our story this month takes us back
in time. EAA recently celebrated the
induction of Michael Sacrey into the
Ultralight Hall of Fame. He was
present near the beginning of the
movement. But even before
ultralights were officially recognized
as a segment of aviation, Chuck was
doing essentially what he is doing
today—selling flying machines.
In the early days, Chuck built
hang gliders, with names like the
Swooper, Spitfire, and Falcon (models
I through VII). While hang gliding
was most popular on the West Coast
and many major hang glider
manufacturers were located there,
hang gliding was also popular along
the dunes of the Great Lakes, and
Chuck’s operation was one of the
biggest in the eastern part of the
country.
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